Intebnal-combustion engine



M. S. BOYCE.

INTERNAL COMBUSTION ENGINE.

- APPLICATION FILED DEC.29. 1917.

1,323,445. Patented Dec. 2,1919.

INVENTOH WITNESSES ATTORNEY MARCUS BOYCE, OF HAGERMAN, NEW MEXICO.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patenteulill eic. a, ieie.

Application filed December 29. 1917. Serial No. 209,489.

To all whom it may concern.-

Be it known that I, MARCUS S. Boyce, a illustrate the connection citizen of the United States, residing at Hagerman, in the county of Chaves and State of New Mexico, have invented certain new and useful Improvements in InternaLComb-ustion Engines, of which the following is a specification.

This invention relates to an internal combustion engine, and particularly to engines of the four cycle type, it being a purpose of my invention to provide an engine structure with which by single valve will be required to control the supply to and exhaust from the firing chamber.

A further object lies in providing but a single opening into the firing chamber, which openingis controlled by a mechanically operated valve timed to open and close at the proper intake and exhaust intervals, which single passage has intake and exhaust passages communicating therewith, and in then providing auxiliary valves by which the exhaust port is closed during the intake interval or cycle, while the intake port or passage is closed during the exhaust cycle.

Yet another object 1s to so construct the parts that the auxiliary valves are opened'by fluid suction and compression force, and to provide spring means to resiliently urge the auxiliary valves to the closed position, the

arrangement of the spring being such that as one of the valves is opened the closing force exerted by the spring upon the remaining valve is increased.

' With the above and other objects in view, which will be in part described and in part understood from the specification, drawings, and claims, my invention consists in certain novel features of construction and combination of parts which will be hereinafter more fully set forth.

In the drawings Figure 1 is a vertical sectional view through the head end of an en ine constructed after the manner of my invention and showing the parts as they would appear during the intake interval;

Fig. 2 is a view similar to Fig. l-with the parts illustrated in the setting which they would take during the compression stroke of the piston;

Fig. 3 isstill another view similar to Fig; 1 showing the parts in the setting taken during the exhaust stroke; and,

Fig. 4 is a fragmentary detail view to of the spring with the auxiliary valves.

As has been stated, my invention pertains particularly to four cycle internal combustion engines and in the form illustrated-in the drawings, the engine is of the valve-inhead type, although it will be appreciated that the principle of the invention might as readily be embodied in an L-type motor. Further, while I have shown but a single cylinder it will be appreciated that the invention is equally adaptable for use in a multiple-cylinder engine.

The cylinder 1 is here rather diagrammatically shown, and it will of course be understood that the cylinderwill be made of the air cooled or water cooled construction, and that a single piece cylinder casting might be ,used or the same might be constructed with a loose head. The piston 52 is also of standard form and construction, as are the crank case, crank shaft and remaining parts, the main structure of the engine bem to all intents and purposes of any stan ard form and. construction.

The combination inlet and exhaust port 3 1s here shown as opening through the" head of the cylinder thereof, and the charge supply passage 4 and exhaust passage 5 merge into a common passage v3 which is continued obliquely into 1 substantiallyat the centercommunication with the mam port 3. A a

it is not deemed necessary to here compli-.

cate this disclosure and description by set-' ting forth one particular form, due to the fact that an operating means of one type will actuate the valve with the same efiiciency as will an operating mechanism-of another type. Further, it will be understood that suitable air and gas supply con-.

nections will be made to the charge supply very common 7 1 passage rl, and that the exhaust passage 5 will be connected with a mufiler or other suitable piping so that the discharge of the burnt gases will be properly controlled.

The auxiliary intake and exhaust valves '8 and 9, which after a manner are of substantially flap valve type, are mounted at points where the respective passages 4L and 5 join the common passage 3 and are so hinged that the valve 8 closes the passage a against back firing or back pressure fronr the firing chamber of the cylinder, while the drawing tension to hold both valves-in the closed position, and as either valve is opened and the spring is consequently lengthened,

it increases the closing force against the inactive valve. Moreover, it will be observed from Fig. 1 that when the intake valve opens, it swings across the common passage 3 out of the way of the mixture which is being drawn in and constitutes as it were a secondary valve or flap standing across the exhaust passage 5 at the point where the latter merges into the common passage. Thus it acts in the capacityof a safeguard against the admission of any spark or flaming gases which might produce pre-ignition.

In the use of the engine, as the valve 6 is opened on the intake stroke of the piston 2, suction will be exerted upon the auxiliary valve 9 closing the exhaust passage 5 and also upon the auxiliary valve 8 which closes the intake passage 4. However, due to the tact that the valve 9 closes against suction from the firing chamber and the valve 8 opens upon suction from this chamber, the valve 8 will be swung across the common passage 3 substantially to the position shown in Fig. 1 and the explosive mixture will be taken into the cylinder, it of course being understood that this valve 8 will be maintained in the open position as long as the intake stroke of the piston 2 continues, or as long as the valve 6 is open during this stroke. Upon the valve 6 being again closed, the suction exerted upon the valve 8 is relieved and the spring 12, which has been stretched to permit opening of the valve 8, will again swing the same to the closed position. The piston 2 now returns on the compression stroke, the valve 6 being retained in the closed position during this stroke and during the firing stroke. Upon the next subsequent stroke of the piston, or the exhaust stroke, the valve 6 is again opened and the force exerted by the piston 2 to compress the fiuid contents of the firing chameas es her will cause the valve 9 to be swung to open position against the closing tension exerted resiliently by the spring 12, and in consequence the exhaust gases will be driven out through the port 3, the common passage 3 and exhaust passage 5. In their flow through said common passage, the hot exhaust gases will impinge against the outer side of the auxiliary valve 8, this valve however being closed against back firing through the intake passage t by the tension of the spring 12 and by the pressure on the outer side of this auxiliary valve. During the intake stroke of the piston, the valves 8 and 9 will occupy substantially the position shown in Fig. 1, andduring the exhaust stroke the relative positions will be as shown in Fig. 3, it of course being understood that in both of these strokes the valve 6 is open, and through the fact that the heated gases and the products of combustion fiow over the valve 8, this valve will be suliiciently heated so that when the explosive charge is taken in from the intake passage 4 and through the port 3, this explosive charge will be heated and the liquid hydro-carbons or the like will be more perfectly volatilized, while at the same time the inflow of the fresh air at the charge will tend'to take up the heat of the exhaust gases as stored .within the valves 6, 8, and 9, and the structure of the cylinder surrounding the port 3.

Fromthe above it will be seen that I have provided an engine of the four-cycle type which is of very simple construction, and which includes a lesser number of parts than now ordinarily required in an engine of this type, that the explosive charge is taken in through the combined intake and exhaust port in a way to cool the structure, and that the flow of the heated exhaust gases through this port act to properly warm and completely volatilize the exploiive charge as taken into the firing cham- While, in the foregoing, I have described a specific embodiment of the present invention and have illustrated the auxiliary valves 8 and 9 as mounted in a particular manner, it will be understood that, in practice, these valves might be mounted in a number of other manners than here shown and still accomplish the desired purpose, and hence I do notdesire to limit myself to such specific details, but wish to state that in reduction to practice I may resort to any practical modifications falling within the scope of the invention as defined in the appended claim.

1 claim In an internal combustion engine, the combination with an upright cylinder having a port in its head,.the port having a valve seat around its inner end, and a main valve coacting with said seat; of charge and exhaust passages, a common passage putting them into communication with said 'port above its seat, a flap valve across the exhaust passage adapted to open outwardly, a flap. valve at the junctureof the several passages adapted to open inwardlyand expose the intake passage and simultaneously close the exhaust passage, arms on the shafts of said flap valve, and aspring connecting the arms and tending to hold both valves 10 MARCUS S. BOYCE.

Witnesses Gnome F. BAUM, FRANK PARKS. 

